<rss version="2.0" xmlns:atom="https://www.w3.org/2005/Atom">
  <channel>
    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
    <atom:link href="https://trid.trb.org/Record/RSS?s=PHNlYXJjaD48cGFyYW1zPjxwYXJhbSBuYW1lPSJzdWJqZWN0bG9naWMiIHZhbHVlPSJvciIgLz48cGFyYW0gbmFtZT0idGVybXNsb2dpYyIgdmFsdWU9Im9yIiAvPjxwYXJhbSBuYW1lPSJsb2NhdGlvbiIgdmFsdWU9IjAiIC8+PC9wYXJhbXM+PGZpbHRlcnM+PGZpbHRlciBmaWVsZD0ia2V5d29yZHMiIHZhbHVlPSImcXVvdDtDYXImcXVvdDsgYW5kICZxdW90O21hcmtldCZxdW90OyIgb3JpZ2luYWxfdmFsdWU9IkNhciBtYXJrZXQgOiIgLz48L2ZpbHRlcnM+PHJhbmdlcyAvPjxzb3J0cz48c29ydCBmaWVsZD0icHVibGlzaGVkIiBvcmRlcj0iZGVzYyIgLz48L3NvcnRzPjxwZXJzaXN0cz48cGVyc2lzdCBuYW1lPSJyYW5nZXR5cGUiIHZhbHVlPSJwdWJsaXNoZWRkYXRlIiAvPjwvcGVyc2lzdHM+PC9zZWFyY2g+" rel="self" type="application/rss+xml" />
    <description></description>
    <language>en-us</language>
    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
    <image>
      <title>Transport Research International Documentation (TRID)</title>
      <url>https://trid.trb.org/Images/PageHeader-wTitle.jpg</url>
      <link>https://trid.trb.org/</link>
    </image>
    <item>
      <title>Characterizing usage patterns and trip purposes of carsharing Systems: A multi-city analysis in China</title>
      <link>https://trid.trb.org/View/2673083</link>
      <description><![CDATA[Carsharing provides a convenient travel option and has attracted increasing attention in Chinese market in recent years. This study conducted an analysis of carsharing travel patterns and purposes across multiple Chinese cities. We collected over 4.8 million trips from 58 cities, employed Bayes’ rules to infer users’ trip purposes and analyzed their travel patterns within a comparative analytic framework. The analysis explores variations in carsharing usage and trip purposes across cities and examines how urban characteristics influence various trip purposes. The results reveal a strong preference for leisure-oriented travels using carsharing services. There are more work-related trips during daytime and leisure activities in the evenings on weekdays and predominantly leisure activities on weekends. Additionally, there is considerable variability in the distribution of trip purposes across cities. The megacity demonstrates a more balanced usage pattern, whereas the Super-Large City shows a higher demand for commuting trips. In Large City I and Large City II, carsharing is primarily used for leisure and recreational trips. Some carsharing system characteristics, including the number of carsharing parking spaces and shared vehicles, are associated positively with carsharing utilization for different trip purposes, while other factors, like population and road densities, show varying impacts. This study offers a systematic exploration of carsharing services in China and contributes to improving the efficiency of carsharing services in diverse urban contexts.]]></description>
      <pubDate>Fri, 15 May 2026 15:44:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/2673083</guid>
    </item>
    <item>
      <title>Sustainable mobility oases and their relationship with car ownership and mode share</title>
      <link>https://trid.trb.org/View/2698539</link>
      <description><![CDATA[Accessibility describes the ease to reach desired destinations and can be achieved through either mobility- or proximity-focussed policies. While car-centric planning focusses on the former, planning paradigms aiming to provide favourable conditions for sustainable travel highlight the latter. Established metrics to measure accessibility such as distance or travel time fall short of acknowledging the relevance of personal characteristics, time-of-the-day, infrastructure, multi-modality, and popularion distribution to providing feasible alternatives to car usage.Addressing these gaps, this study presents the concepts of Sustainable Mobility Deserts (SMDs) and Sustainable Mobility Oases (SMOs) to interpret accessibility through a multi-modal and inclusive lens. Data from the university market town of Loughborough, UK, is used as a case study to provide detailed insights into multi-modal deficiencies in the supply of sustainable transport options, revealing significantly higher deprivation levels in SMDs compared to SMOs. Based on the findings, the study proposes options to address the identified deficiencies, underscoring the potential of the SMO/SMD concept to inform planning practices,evaluate new developments, prioritise infrastructure investments, and assess the impact of demographic changes.]]></description>
      <pubDate>Fri, 15 May 2026 10:44:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/2698539</guid>
    </item>
    <item>
      <title>Electric vehicle fire safety and the impact on parking regulations</title>
      <link>https://trid.trb.org/View/2701359</link>
      <description><![CDATA[The number of Electric Vehicles (EVs) operating worldwide reached 40 million at the end of 2023. In 2023, close to 14 million EVs were sold globally, resulting in an 18% market share. Most electric car sales in 2023 were in China (60%), Europe (25%), and the United States (10%). Every other car sold globally in 2035 is set to be electric based on today’s energy, climate and industrial policy settings, as reflected in the International Energy Agency’s (IEA) Stated Policies Scenario [1]. The European Commission’s Fit for 55 package represents an ambitious climate agenda aiming to reduce road transport emissions to zero in the European Union (EU) by 2050 [2]. In line with this objective, several key legislations have been implemented or are in development to accelerate the widespread adoption of zero-emission vehicles across the EU. One landmark initiative is the EU’s mandate requiring all new vehicles sold to be zero emission by 2035. Additionally, the Alternative Fuels Infrastructure Regulation (AFIR) [3] and the recast Energy Performance of Buildings Directive (EPBD) [4] are fostering the roll-out of the necessary publicly accessible charging infrastructure. The deployment of charging infrastructure will consist of a mix of normal and high-power charging points at different locations, such as at home, work, along highway/transit routes, or at dedicated parking areas. Having a huge number of EVs and charging infrastructure concentrated in one location in buildings or underground parking spaces raises some concerns on fire safety. Despite existing studies suggesting that EVs are less prone to fires compared to conventional vehicles [5], there is currently insufficient statistical information that enables the adequate assessment of such risks, making the identification of effective measures to ensure fire safety challenging. However, the growing number of EV sales will be associated with an increased risk of fire incidents occurring. To avoid the negative impact of fire safety concerns on the sales of EVs and the deployment of charging infrastructure, there is a need for developing specific guidelines for harmonised fire safety measures related to EVs parked and charged in covered or underground parking spaces. This paper will describe several initiatives that have been set up to collect and share objective fire safety related data on EVs and charging infrastructure. Within the framework of the IEA EV TCP, a dedicated Task49 on “EV Fire Safety” has been initiated in 2023 [6]. Task49 experts have shared EV fire statistics data and national fire safety guidelines or regulations for EVs in covered parking spaces from its different member countries. In addition to Task49, the European Commission has asked in the revised EPBD to develop specific guidelines to address the fire safety of EVs in covered parking spaces. The Sustainable Transport Forum (STF) Task Force 6 developed a “Guidance on fire safety for electric vehicles parked and charging infrastructure in covered parking spaces”. This guidance will be the basis for further finetuning in the framework of the recast EPBD and was officially published at the beginning of 2025 [7]. This guidance will be very useful input to harmonize fire safety regulation over the different member states, but it must be emphasized that fire safety is a regulatory competence of the European Member States. The European Parking Association (EPA) also prepared guidelines and launched the first version of their “EPA Fire Safety Toolbox” at the end of 2024 [8]. This paper will focus on the European context, mainly on passenger cars, but will refer also to some studies and initiatives on other vehicle categories like Light Electric Vehicles (LEVs) and Heavy-Duty Electric Vehicles.]]></description>
      <pubDate>Thu, 14 May 2026 17:05:57 GMT</pubDate>
      <guid>https://trid.trb.org/View/2701359</guid>
    </item>
    <item>
      <title>Co-Governance of Online Car-Hailing Operation Based on Passenger Feedback</title>
      <link>https://trid.trb.org/View/2686202</link>
      <description><![CDATA[The illegal operation of online car drivers is a recurring issue that has garnered significant societal attention. The literature has investigated this problem primarily from the perspectives of the government, plat­forms, and drivers, while the mechanisms for co-governance among different stakeholders in addressing illegal online car-hailing operations have received limited focus. Additionally, the role of passengers in the online car­hailing process has not been sufficiently explored, leading to a lack of systematic research conclusions and in­herent limitations. To analyse the evolutionary equilibrium strategies of participants under various scenarios and their influencing factors, a tripartite evolutionary game model involving passengers, drivers, and online car-hail­ing platforms was constructed. The decision-making behaviours of these stakeholders were examined through numerical simulation. The results indicate that by strengthening investigations and addressing illegal behaviours, online car-hailing platforms can significantly reduce the likelihood of drivers' illegal operations. Furthermore, in­creasing the amount of guarantee deposits can increase drivers' respect for regulations. Additionally, improving passenger satisfaction can be achieved by increasing compensation for participation in co-governance and in­creasing promotional rewards from platforms, thereby enhancing service quality. Strengthened supervision strat­egies not only boost platforms' social reputation and management efficiency but also create positive incentives for strict supervision through penalty income. This study provides a theoretical foundation for optimizing the supervision of the online car-hailing industry, emphasizing the critical roles of strict supervision, positive incen­tives, and public participation in elevating service standards. The findings enrich the theoretical understanding of online car-hailing market supervision and offer innovative co-governance strategies aimed at fostering the healthy development of the online car-hailing market.]]></description>
      <pubDate>Tue, 12 May 2026 16:56:44 GMT</pubDate>
      <guid>https://trid.trb.org/View/2686202</guid>
    </item>
    <item>
      <title>Person-based aggregate space-time accessibility (PASTA): Bridging the gap between place- and person-based accessibility</title>
      <link>https://trid.trb.org/View/2676640</link>
      <description><![CDATA[Accessibility is the potential to interact with opportunities. Place-based measures of accessibility, such as gravity-type measures, have been widely applied to compute the opportunities accessible when traveling from a given origin and reflect aggregate geographic patterns of access across a city or region. Despite this, place-based measures are criticized for lacking a consideration of individual-level space-time constraints, which can result in inaccurate estimates of the potential for interaction at the destination, particularly due to the insufficient consideration of available time. In contrast, people-based measures rooted in time geography, such as space-time prisms (STPs), can compute both accessible opportunities and potential time to spend at each opportunity for individuals, given their travel modes and travel budgets. However, it can be difficult to represent person-based accessibility at spatially aggregate levels, limiting their application in planning practice. This study bridges place- and people-based accessibility by proposing person-based aggregate space-time accessibility (PASTA), a novel measure that starts by calculating voxel-based STPs. The discretized spatial and temporal dimensions enable further aggregations of the multidimensional arrays to return place-based measures of access whose units are measured in minutes of potential dwell time. From this, the PASTA-based approach can map potential dwell time across a city or region for many individuals or, with the incorporation of person weights, the entire population. Moreover, the aggregation can be conducted along different dimensions, making it easy to compare PASTA across space and time, as well as across travelers with different mode choices and socioeconomic characteristics. Comparisons with traditional place-based measures of market potential accessibility find positive and non-linear relationships between PASTA and gravity-type accessibility for transit and car, but more significant disparities between potential dwell time and walking and cycling access. Overall, PASTA bridges the concepts of population time and interaction potential. When paired with the underlying computational advances, this approach facilitates bringing people back into place-based accessibility analysis.]]></description>
      <pubDate>Wed, 29 Apr 2026 09:17:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/2676640</guid>
    </item>
    <item>
      <title>Data Streaming Platform for Crowd-Sourced Vehicle Dataset Generation</title>
      <link>https://trid.trb.org/View/2659104</link>
      <description><![CDATA[Vehicles are sophisticated machines equipped with sensors that provide real-time data for onboard driving assistance systems. Due to the wide variety of traffic, road, and weather conditions, continuous system enhancements are essential. Connectivity allows vehicles to transmit previously unknown data, expanding datasets and accelerating the development of new data models. This enables faster identification and integration of novel data, improving system reliability and reducing time to market. Data Spaces aim to create a data-driven, interconnected, and innovative data economy, where edge and cloud infrastructures support a virtualised IoT platform that connects data sources and development servers. This paper proposes an edge-cloud data platform to connect car data producers with multiple and heterogeneous services, addressing key challenges in Data Spaces, such as data sovereignty, governance, interoperability, and privacy. The paper also evaluates the data platform's performance limits for text, image, and video data workloads, examines the impact of connectivity technologies, and assesses latencies. The results show that latencies drop to 33 ms with 5G connectivity when pipelining data to consuming applications hosted at the edge, compared to around 77 ms when crossing both edge and cloud processing infrastructures. The results offer guidance on the necessary processing assets to avoid bottlenecks in car data platforms.]]></description>
      <pubDate>Wed, 29 Apr 2026 09:10:08 GMT</pubDate>
      <guid>https://trid.trb.org/View/2659104</guid>
    </item>
    <item>
      <title>Do fringe benefit cars make the car fleet greener?</title>
      <link>https://trid.trb.org/View/2657065</link>
      <description><![CDATA[It has proven difficult to reduce carbon emissions from the transport sector; in fact, emissions from this sector are still increasing worldwide. Reducing emissions by reducing road transport is challenging; therefore, a transition to a vehicle fleet with low or zero emissions seems essential. Many new cars in OECD countries are sold to firms as fringe benefit cars (sometimes called company cars in the literature). The generous taxation of such cars has been shown to have negative welfare effects because it increases the consumption of cars. However, it is sometimes justified since it speeds up the transition of the car fleet to lower-emission vehicles. The purpose of this paper is to analyze how fringe benefit cars impact carbon emissions, fuel type, weight, size, engine power, and market value of new cars. We apply micro register data including all adult Swedes and their cars, spanning the years 1999 to 2020. By using a matching model that combines Exact matching and Mahalanobis distance matching, the fuel consumption of the fringe benefit car is compared to the hypothetical new private car that the employee receiving the fringe benefit would have otherwise purchased. We find that new fringe benefit cars tend to be larger, heavier, and more powerful than the hypothetical new private cars that fringe benefit car recipients would have otherwise purchased, However, we also find that new fringe benefit cars sold in 2019–2020 consumed 1.2 L less fuel per 100 km compared to hypothetical new private cars, a decrease of 20 percent. The lower fuel consumption of the fringe benefit cars in these years results from a higher share of electric vehicles among them. We also find that the likelihood of the fringe benefit car being an alternative-fuelled vehicle is 6 percentage points higher than if it was bought as a private car.]]></description>
      <pubDate>Wed, 29 Apr 2026 09:10:06 GMT</pubDate>
      <guid>https://trid.trb.org/View/2657065</guid>
    </item>
    <item>
      <title>Exploring stakeholder perceptions: Implementation challenges of shared autonomous vehicles</title>
      <link>https://trid.trb.org/View/2692641</link>
      <description><![CDATA[The deployment of shared autonomous vehicles (SAVs) represents a major shift in urban mobility. Hereby, the scalable implementation of SAVs poses numerous challenges to stakeholders, making thorough exploratory research to identify these challenges essential. This study aims to identify the implementation challenges for the commercial and scalable deployment of SAVs using an exploratory qualitative approach, including semi-structured interviews with 29 high-level experts from different stakeholder groups and regions. The data was analyzed using Braun and Clarke’s thematic analysis. Ultimately, the analysis revealed five key implementation challenges: technical (focusing on digital driver readiness, infrastructure, and safety), economic (highlighting funding, profitability, and business model viability), regulatory (addressing approval and regulatory processes), structural/ organizational (highlighting stakeholder collaboration, market fragmentation, and operational complexity), and societal/ behavioral (considering user acceptance, abilities, and societal impact). These themes highlight the multifaceted barriers to SAV deployment and assist to formulate actionable recommendations and managerial implications for solution strategies.]]></description>
      <pubDate>Tue, 28 Apr 2026 17:05:55 GMT</pubDate>
      <guid>https://trid.trb.org/View/2692641</guid>
    </item>
    <item>
      <title>Optimization of Seaplane Transport System in Greece with the Use of Conjoint Analysis</title>
      <link>https://trid.trb.org/View/2579517</link>
      <description><![CDATA[Research was conducted on optimizing the seaplane transportation system in Greece using the Choice-Base Conjoint Analysis method. Due to its geographical morphology and its level of touristic development, Greece is considered an ideal country for using seaplanes. A sample of 216 people were asked questions related to the utility of seaplanes, the quality of seaplane services, and seaplanes’ quality characteristics as set mainly by the Greek business world but also by their standards of use from foreign tourist countries in the field of touristic services. The results were the basis for designing scenarios simulated in market conditions. These scenarios were evaluated in comparison to each other regarding their quality characteristics and the scale of their appeal to the public regarding their contribution to a more effective use of seaplanes. It was found that the optimal seaplane transport system is as follows: The seaplane capacity consists of 18 persons, the frequency of the flights is three (3) times per day, no intermediate stop is interposed, the departure times are in the afternoon, and the cost of the ticket is equal to the cost of traveling by car. The attributes were found to have the following importance: (i) ticket cost, 45.13%; (ii) density of the flight, 21.76%; (iii) intermediate stops, 15.61%; (iv) capacity and size of the seaplane, 11.14%; and (v) departure times, 6.35%. This optimal system gathered 77.28% of respondents who prefer it over the base system, with a rate of 22.72%.]]></description>
      <pubDate>Mon, 27 Apr 2026 15:01:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2579517</guid>
    </item>
    <item>
      <title>From Gridlock to Airflow? Understanding the Total Travel Time for Advanced Air Mobility Demand at the Hamburg Airport</title>
      <link>https://trid.trb.org/View/2682776</link>
      <description><![CDATA[This study examines the potential Advanced Air Mobility (AAM) passenger market in Hamburg, Germany, focusing on airport shuttle services. Therefore, the model uses structured data of the metropolitan area of Hamburg, including population data, status of employment and historical traffic between traffic analysis cells. Based on the structured data of Hamburg, this study implements a four-step model. The modelling of a four-step model allows for investigating the different modes of transport individually. At this point, the AAM alternative consists of an access stage, a main AAM flight and an egress stage. Since passengers decide on travel time and travel cost primarily, the model uses a multinomial logit model to estimate the utility, hence the market share of the considered alternatives. Consequently, the model investigates the impact of travel time for the AAM in detail. As a result, the AAM market reacts to variations of the travel time, which entail AAM operation limitations and capacity requirements for air and ground infrastructure. To evaluate the AAM accessibility of the Hamburg Airport with road traffic, the model compares AAM travel time with the car road traffic. Results show an average AAM time benefit when considering road itineraries that take longer than 43 minutes.]]></description>
      <pubDate>Mon, 27 Apr 2026 15:01:17 GMT</pubDate>
      <guid>https://trid.trb.org/View/2682776</guid>
    </item>
    <item>
      <title>Pricing and demand in car rental market: an empirical study</title>
      <link>https://trid.trb.org/View/2693076</link>
      <description><![CDATA[This work presents a preliminary study aimed at exploring demand dynamics and pricing policies within the Italian car rental sector. An interview was conducted with the top management of a major national car rental provider, aiming at finding managerial implications in pricing decisions on the basis of the demand that occurred. A survey was submitted to local branches located near airports, typically the most profitable locations, to find information, differences, and similarities in demand trends among car rental stations. The goal is to provide useful insights that can serve both to formulate realistic hypotheses for future theoretical research and to offer an initial assessment of market behavior. The findings stem from a pilot test involving a single provider, and they lay the groundwork for a broader investigation that will include multiple car rental companies in order to generalize the results to the national market.]]></description>
      <pubDate>Mon, 27 Apr 2026 15:01:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/2693076</guid>
    </item>
    <item>
      <title>In search of operational tools in urban planning for the development of urban logistics spaces: the case of logistics urban design in Paris</title>
      <link>https://trid.trb.org/View/2655780</link>
      <description><![CDATA[The rise of proximity logistics and e-commerce has intensified the need for stronger public policies on logistics areas. However, a lack of operational urban planning tools hinders policy implementation, creating a gap between planning objectives and actual projects. Simultaneously, urban planning is shifting from a regulatory to a project-based approach. In response, the City of Paris has developed innovative logistics urban planning schemes, integrating logistics into mixed-use projects. By leveraging urban design and assuming a proactive role, it encourages developers to include logistics spaces. This article examines two key initiatives: Call for Innovative Urban Projects (CIUPs) and Perimeter of Location (PLOCs). Through participant observation and interviews during Paris’s 2021 bioclimatic PLU pre-consultation, we analyze their impact on governance. Findings reveal that urban logistics design improves project integration but faces challenges, including expertise gaps, market constraints, and land ownership issues.]]></description>
      <pubDate>Mon, 27 Apr 2026 15:01:13 GMT</pubDate>
      <guid>https://trid.trb.org/View/2655780</guid>
    </item>
    <item>
      <title>Register data versus survey data for estimation of national forecasting models of car type choice</title>
      <link>https://trid.trb.org/View/2663181</link>
      <description><![CDATA[The car traffic sector faces a major challenge in the coming decades as CO2 emissions must be drastically reduced. A significant part of this transition is likely to occur through the electrification of the car fleet, which implies that new car types will be introduced on the market. Various transport policies can be used to boost this change towards electric vehicles. A car type choice model is essential for understanding which transport policies will achieve the intended effects and which are cost-effective. Such models have been used in Sweden for many years. Until now, car type choice models have either relied on register data without socioeconomic information or on survey data including socioeconomic information. Relying on survey data has unfortunately become increasingly difficult because of low response rates. However, opportunities to estimate car type choice models using national register data that include socioeconomic information have recently become available in Sweden. In this paper, we estimate a car type choice model based on register data including socioeconomic variables and compare it with an existing survey-based model to examine the advantages and disadvantages of the two data sources. Our findings show that a car type choice model estimated on register data can match the results of a survey-based model, suggesting that register data including socioeconomic variables may well be the preferred data source for this kind of models in the future.]]></description>
      <pubDate>Wed, 22 Apr 2026 16:38:58 GMT</pubDate>
      <guid>https://trid.trb.org/View/2663181</guid>
    </item>
    <item>
      <title>Oscillation Growth in Mixed Traffic of Human-Driven and Automated Vehicles in Both Experimental Study and Simulation</title>
      <link>https://trid.trb.org/View/2646853</link>
      <description><![CDATA[This paper aims to study how automated vehicles (AVs) impact traffic oscillation growth in a mixed platoon of human-driven vehicles (HVs) and AVs. To this end, we perform an experimental investigation complemented by extended simulation studies. In the experiment, the leading vehicle moves with a constant speed as a moving bottleneck, whereas the following vehicles consist of six programmable AVs implementing a constant-time-gap car-following policy, uniformly distributed among various numbers of HVs. Thus, the market penetration rate (MPR) of AVs decreases as the platoon size increases. The experimental results indicate that at high MPRs, AVs effectively suppress the growth of oscillations. However, the dampening effect diminishes abruptly and almost vanishes as the MPR decreases from 67% to 50%. In contrast, traffic throughput exhibits an approximately linear relationship with MPR. A simulation study is conducted to reproduce these findings. A good agreement with the experimental results validates the simulation study. The simulation study is then extended to a broader range of scenarios, yielding several insights: (i) the position of AVs within mixed platoons has subtle effects on the overall flow rate but significantly impacts oscillation growth, (ii) fine-tuning upper-level control parameters can potentially reduce oscillations while also enhancing throughput, and (iii) the synergy between automated driving and vehicle-to-vehicle communication has the potential to further attenuate traffic oscillations. © © 2025, INFORMS.]]></description>
      <pubDate>Wed, 22 Apr 2026 16:15:35 GMT</pubDate>
      <guid>https://trid.trb.org/View/2646853</guid>
    </item>
    <item>
      <title>Stated car choices in Norway and Italy: a comparison based on the integrated choice and latent variable model</title>
      <link>https://trid.trb.org/View/2647718</link>
      <description><![CDATA[The study investigates whether the large difference in battery electric vehicle (BEV) uptake between Norway and Italy could be explained by differences in car buyers' preference structures, either in terms of their evaluation of the vehicles' characteristics or in terms of their perceptions\attitudes towards BEVs. Based on stated preference data collected in the two countries, we find that car drivers evaluate vehicle attributes very similarly. Norwegians value BEV driving range slightly more and are more sensitive to fuel\electricity costs. Ceteris paribus, Italian respondents, in contrast to Norwegian ones, still prefer petrol cars to BEVs. The results of the integrated choice and latent variable (ICLV) model indicate that respondents’ perceptions\attitudes influence car choice in both countries. In Norway, BEVs are preferred by those who view them as economically, environmentally, technically, and morally superior. In Italy, the evidence is similar but for the environmental aspects, which are not decisive for BEV choice. Such perceptions\attitudes are correlated with age, sex, and BEV density.]]></description>
      <pubDate>Wed, 22 Apr 2026 16:15:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/2647718</guid>
    </item>
  </channel>
</rss>